Internal combustion engine



May 28, 1940,

L. E. NOLAND 2,202,227

INTERNAL COMBUSTION ENGINE I Filed April 28, 1939 2 Sheets-Sheet l /Z- I Invenior lar e E Nola/mi I By M 5 A ttomey y 28, 1940. L. E. NOLAND 2,202,227

- INTERNAL COMBUSTION ENGINE Filed April 28, 1939 2 Sheets-Sheet: 2

TGF 6F PISTON armxs or PISTON SM KE Inventor A itomeys Patented- May as, 1940 UNITED STATES PATEN orri'cs 2,202,227 mama COMBUSTION ENGINE,

Leroy E. Noland, Juneau, Territory of Alaska 1 ApplicationApril 28, 1939, Serial lilo. 270,630 2'Claims. (Cl. 123-75) My invention relates to improvements in internal combustion engines, more particularly the four cycle air-cooled type.

The invention is designed with the particular purpose in view of equipping such engines for economy in fuel consumption, without impairing power efliciency, for complete combustion resulting in cleaner operation and reduction in carbon monoxide gas in the exhaust, and adaptingthe same for greater expansion of the gas than can occur in the usual engine, thereby providing for cooler operation.

To the accomplishment of the foregoing, and subordinate objects presently appearing, a preferred embodiment of my invention has been illustrated in the accompanying drawings, set forth in detail in the succeeding description, and defined in the claims appended hereto.

In said drawings: Figure 1 is a view in top plan of an internal combustion engine embodying my improvements,

Figure 2 is a view in verticalsection taken on the line 2-2 of Figure 1, and

Figure 3 is a detail view partly in side elevation'and partly in vertical section of the carburetor, intake manifold, and the check valve.

Referring to the drawings by numerals, I have illustrated therein, by way of exemplifying the principles of my invention, a single cylinder four cycle engine of the usual construction, with the exceptions presently noted, and. having a crank case I, cylinder 2, cylinder head 3 with the conventional spark plug 4 threaded thereinto, a pis ton 5, crank shaft 5, and piston rod 1.

The head 3 is provided with apair of L-shaped intake and exhaust ports 3 and 9 therein atdiametrically opposite sides thereof, respectively, extending laterally from one side of the head and downwardly in the diametrical center thereof to the'cylinder 2 and terminating at their lower, inner ends in beveled valve seats as at Ill.

The usual beveled intake and exhaust valves, as at H, are provided at the inner ends of said ports, 8 and 9, on valve stems, as at I2, vertically reciprocable in the head 3 for opening and closing of said valves downwardly and upwardly, respectively, and tensioned I against downward movement by the usual coil spring, as at l3, interposed between said head and collars I4 on said stems. The valve stems l2 are operated by the usual rockers l5 pivoted, as at 16, on a bracket ll on said head 3; The rockers I! are operated by the usual tappet rods, as at l9, verticallyreciprocable in guides 20 and extending into the crank case i for operation by tappet cams 2| fast on the cam shaft 22, suitably journalled in the crank case I and operated by reduction gearing 23 between the same and thecrank shaft 6.

The intake manifold depends from the head 3 for connection to the usual updraft carburetor 25 having the conventional butterfly choke and throttle control valves, 26, 21. The exhaust manifold is shown in part at 28 and needs merely be identified in passing. I Q

Coming now to' my improvements, interposed in the line of connection betweenthe lower end of the intake manifold 24 and the; carburetor 25 is a coupling 29 having flanged ends 30 bolted, as at'3l, to flanges 32, 33 on said manifold and carburetor, respectively, andflhavin'g atransverse partition 34 therein apertured centrally to provide a beveled valve seat 35 therein for a downwardly closing beveled valve 36.. The valve 36 is carried by the usual valve stem 31 vertically slidable in a fixed guide 38.. A spring 39 surrounding the stem 31 between said valve and guide tensions the valve 36 against closing, and a head 40 on said stein abutting said guide establishes the open position of said valve 36.

As has been stated, in substance, the valve 36 is tensioned by spring 39 so as to remain normally open. This allows normally free intake of the mixture from the carburetor 25 into the intake port 9. However, the spring 39 is designed so as to permit said valve 36 to close instantly under any back pressure in the cylinder 3 and intake port 9. The gearing 23 and related tappet cam 2| are designed to time opening of the intake valve II, on the intake, or suction, stroke of the piston 5 and to hold the same open until from substantially two-fifths to three-fourths of compression stroke has been completed, depending on the point of maximum efllciency in different types of engines. will result, under the compression stroke of the piston 5, in forcing part of the mixture back into the intake manifold 24, but, the valve 36. will check and prevent such mixture from being forced back into the carburetor 25. The cylinder 2, piston 5, crank shaft 6 and rod 1 are designed so that at the end of the compression stroke. of the piston 5 a small space is left beor just before, the instant of maximum compression but, since this is usual it has not been deemed necessary to illustrate the timing and other devices appurtenant to ignition.

In the drawings I have illustrated the piston 5 in the downward limit of its stroke by dotted line A, the upward limit of its stroke and by dotted line B the upward limit of its compression stroke at which point the valve ll closes and compression of the effective charge of mixture begins. By comparison of said lines A, B, with the position of the piston 5 and the head 3 it will be appreciated that the compression space between the piston and head is much less in proportion to the stroke than in the ordinary engine and it therefore follows that proportionately greater expansion of the gas takes place than in ordinary engines, thus giving greater efliciency.

The foregoing will, it is believed, sufiice to impart a clear understanding of my invention without further explanation.

Manifestly the invention, as described, issusceptible of modification without departing from the inventive concept and right is herein reserved to such modifications as fall within thecompression stroke thereof and closed during the remaining part of said compression stroke, and means to admit fuel to said port including a carburetor, an intake manifold between said carburetor and port, and a valve in the line of connection between said carburetor and manifold normally opened to permit free passage of fuel through said manifold during the suction stroke of said piston and operative to closing position under back pressure in said manifold created therein by the compression stroke of said piston in the open position of said intake valve.

2. In an internal combustion engine, a cylin-' der having a head provided with an intake port therein, a piston in said cylinder having a suction and a compression stroke, the latter terminating short of said head to provide between the head and piston a compression chamber, an intake valve in said port open during the suction stroke of said pistonand the greater part of the of said piston and operative to closing position 

